Means and method of transmitting power.



No. 817,998. PATENTED APR. 17, 1906. W. STANLEY. MEANS AND METHOD 0F TRANSMITTING- POW-EE.

APPLICATION FILED MAR. l0I 1905,

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MEANS AND METHOD OF TRANSMITTING POWER.

Specification of Letters Patent.

Patented April 17, 1908.

Application filed March 10,1905. Serial No. 249.382.

To a/ZZ whom, t may concern:

' Be it known that I, WILLIAM STANLEY, a citizen of the United States, residing at Great Barrington, Berkshire county, Massachusetts, have invented certain new and useful Improvements in Means for and Method of Transmitting Power, of which the following is a full, clear, and exact description.

My invention relates to a means for and method of transmitting power in which alternating currents are supplied tq alternatingcurrent motors of the direct-curent type, and has for its object to provide a system and method in which the principal advantages of alternating-current distribution are present and .also the principal advantages of directcurrent motors are present. It is particularly useful in connection with electric-railway systems, where a strong starting torque is required. Its advanta es, however, are not confined to electric-rai wa systems, but may be availed of in other re ations, as will be evident to those skilled in the art.

As is well known, when it is desirable to transmit large values of electrical energy over considerable distances alternating currents enable such transmissions to be made economically by the employment of a system of high-potential transmission with transformers at or near the points where the energy is to be supplied to translating devices. Hitherto when it was desired to convert the electrical energy so transmitted and transform it into mechanical work by means of alternating-current motors serious difficulties were encountered. If motors of the induction or transformed type were emplgpyed for such purpose, it was found practically impossible lto cause the time of flow of the field iiux and the secondary current to coincide.- that is to say, the flux made by the field-coils of the moto was not usefully employed at all times or during every part of each wave interval, a d a counter-torque effect was set up by reason of this failure to coincide, with the result that the effective torque oreffect ofthe motor, especially at starting, was much reduced below the value that would be obtained if "the currents impressedupon the motor were continuous in direction and of stead value. If, on the other hand, a motor o theV commutator type with laminated or dividedA iron path for its flux was ein-- loyed with the alternating currents heretoore used, other difliculties arose, so that only a portion of thev electromotive force impressed upon the motor-terminals was usefully employed, a considerable proportion-.- such, for instance,las twenty per cent-of such electromotive force being employed in overcoming the self-induction electromotive force of the motor-circuit produced by the rapidly-alternating current. Moreover, in such commutator-motors the lconductors of the armature connected to the commutator were subject to induced currents, and these currents not only did not add to the effective torque of the motor, but caused heat-ing of the armature and flashing and burning of the commutator and brushes to such an extent as to render the operation of Ithe motor uncommercial and unsatisfactory. Again, where such commutator-motors were used with the alternating currents heretofore employed it was necessary in order that the self-induction of the motor might not consume a very great portion of the elcctroniotive force impressed upon it that the fields or fluxes of the motor should be relatively weak in comparison with the fields that. would be employed with the motor energized by continuous currents, and the design necessitated by the use of such weak fields increased the size and cost of motors and reduced their output.

I have discovered that by the use of very low frequency currents-such, for example, between three cycles and fifteen cycles per second-motors of the commutator type may be designed of very low self-induction, and

therefore free from the trouble arising when motors of the commutator type are used with generators of high frequency, and that the induced currents generated in them will not be sufficient to cause serious heating of the conductors or burning or dashing of the coinmutators. I have further discovered that these very low frequency currents have the same advantage of distribution as the alternating currents of the frequency heretofore used-that is, the energy can be transmitted by alternating currents of high potential and at the points of consumption transformed by induction into currents of a low potential'of the original frequency. In carrying out my invention, therefore, I employ alternatingcurrents-'of a frequency', say, between three cyclesapd fifteen cycles per second, transmitting the energy4 at high potential and transforming itA at the points of consumption into currents of low potential and there usingv it to operate, motors of the commutator type' IOC los

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having laminated or divided iron paths for the flux. This system may be availed of for traction purposes or for transmission in which stationary motors are employed.

In case it is used for traction purposes I prefer to locate the step-down transformer on the car whose motor is to be supplied. In this way the advantages of high-potential transmission are preserved without regard to 1o he point on the system at which the car may e. house will be supplied with energy without the use of any low-potential mains, such as would be necessary in case stationary stepdown transformers were used to suppiy sections of the overhead conductor. The energy would always be transmitted to the car at high potential wherever the car might be. The high-potential transmission system in 2oV which the trolley-wires themselves constitute the transmission mains enables the transmission to be effected with a great saving in energy when the same amount of copper is employed as would have to be employed in a low-potential transmission system and if the same loss is to be permitted as would be present with low-power transmission permits the use of a much smaller amount of copper, and thus saves in the cost of the original in- 3o stallati'on. It d oes away with the rotary converters now generally necessary and relies only on the static transformers, which by reason of their simple inductive action do not require attention by or care of an attend- 3 5 ant.

lffAny frequency between three cycles and fifteen cycles per minute produces sufficient change of value to enable' a current of one potential-as, for example, ten thousand volts- 40 to be transformed to another of a lowerpotential-as, for example, five hundred voltswhen applied to closed-circuited transformers, a type of apparatus developing a maximum inductance from a minimum value of currentflow, while at the same time the transformed currents may, because of their low frequency, be used to energize and operate motors of the continuous-current type of laminated magnetic circuit, a type of apparatus which does not possess as great inductance as do the transformers above mentioned and do not, therefore, with such low frequencies develop induced electromotive forces of suflicient value to materially change the characteristics and output of such motors from that found when they are operated on continuouscurrent circuits. The frequency chosen depends upon the local conditions of the und ertaking, as hereinafter specified, but must be Iso low as not to generate the objectionable electromotive forcesand induced currents above referred to. The potential at which the currents are transmitted may be as high as desired, the same being transformed inthe 55 well-known manner to currents of low poten- Thus a car remote from the power-` tial suitable for use in the motive devices. If currents of a frequency of twenty-five periods were employed to operate motors of the commutator type, some twenty per cent. of the effective electromotive force would be consumed in overcoming the self-induction of the field, while if a current. having a frequency of iive periods were used only a negligible per cent. of the effective electromotive force would be thus consumed. Thus a motor operated by a five-period current and having the same electromotive force of self-induction as another motor operated at twentyfive periods could have a field strength or total fiuX J5 times as great and a torque ,J5 times as great as the twenty-five-period motor.

In the same manner the electromotive force of self-induction and the induced currents in thev armature-winding mayl be reduced to one-fifth their value when five-period currents are substituted for twenty-fiveperiod currents, a condition that reduces the waste energy in such coils to one-twenty-fifth of the amount found at the higher (twentyfive period) frequency. In fact, the low frequency permits of obtaining substantially the same torque output and operation as mayA be obtained by motors operated at Zero frequency-that is to say, by continuous currents-and yet possesses the advantages of generation, transmission, and transformation obtained by employing transformers of th usual type. i A frequency of five periods per second results in currents which are well adapted to the service of electric locomotion where trolley-wires are to be supplied with low-potential currents which are to be directly supplied to motors or to the application of power where it is desirable to use large values of energy in one spot and where, consequently, transformers would be of large capacity. When, however, the power is to be distributed in smaller units of high potential-as, for instance, in the operation of individual motors by individual transformers on a number of cars connected together or singly, in which case the size of the motors and their transformers is reduced-the frequency employed may be advantageously increased from five periods to ten periods or even fifteen periods per second without involving corresponding disadvantages, the general rule being that the frequency employed 4shall be inversely roportional to the unit of work of the service, a car equipment with its step-down transformer and motor being considered a unit of work. The increase in frequency l permits the use of smaller transformers and a corresponding decrease in the expense of the installation. It must, however, be kept so low ,as .not to develop an objectionable electromotive force of self-induction or to produce large second- IOO IOS

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ary currents in the induced members aforementioned.

The following is a description of apparatus embodying my invention and adapted for carrying out my method, reference being had to the accompanying diagram-drawing, which shows a propercombination of the necessary elements for carrying out my invention.

Referring to the drawing, A re resents a low-frequency exciter consisting ofp an armature having a winding B, whose coils are connected to segments of the commutator C.

D is the field-magnet winding of the closedcircuited type, tapped at four equidistant points and connected to brushes E, bearing upon the commutator C.

F is an energizing-winding of a low-frequency generator connected to two of the brushes. The magnetic circuit of this generator is laminated. F is the armature of the generator having a commutator G, on which the brushes H H rest. Since the field of the generator is excited by low-frequency currents, low-frequency electromotive forces are impressed upon the brushes H H', the frequency being independent of the speed of rotation of the generator-armature.

I is the primary of a step-up transformer,

of which J is the secondary, connected to the distributing-mains." To the distributingmains are connected conductors K L, suported in any well-known manner, for supply- 1n electrical energy to electrically-propelled ve icles. M M are trolleys mounted on top of the car and forming the terminals of the primary O of a step-down transformer. Pis the secondary of the step-down transformer connected to the terminals of a series-wound motor Q, having low self-induction and provided with a laminated magnetic path for its fiux.

Y to the wheels of the vehicle, so as to prop'l the same.

The system being a constant potential system, the motors on other cars are connected to the mains 'by similar devices, the motors on the several cars being in parallel with one another.

It is obvious that other circuits may be connected to the transmission-mains, so as to supply stationary motors or motorgenerators for power, lighting, or other purposes.

' Thus, for instance, R is a transformer, and

The motor is mechanically connected,

ternating electromotive forces having the same eriodicity as the exciting-currents. These rushes being connected to the terminals of the primary of a step-up transformer produce currents which are transformed into high-potential currents and are transmitted over the circuit to the point of consumption and are there transformed into currents of low potential and supplied to motors of the commutator type having laminated paths for their fluxes. When used for electrictraction, I increase or diminish the length of the highotential circuit between the generator and t e 'motor without increasing or diminishing the length of the circuit over which low-potential currents are carried. I therefore always have the advantage of high-potential transmission to the vehicle itself.

The system and method are simple in construction and operation and result in increased efficiency both in matter of transmitting the energy and utilizing the same. The invention admits of embodiment in various forms. Thus a step-up transformer is not necessary if the main generator produces a sufficiently high potential; neither is a separate exciter necessary provided a generator of the selfexciting type is used.- My invention, therefore, is not limited to the precise apparatus shown or the precise method carried out thereby.

\ What I claim is- 1. In a system of distribution, the combination of means for generating low-frequency currents of high potential, mains leadin therefrom, step-down .transformers connecte in multiple tosaid mains, and motors of the commutator type connected to the secondaries of said transformers.

2. In a system of distribution, the combination of means for generating low-frequency currents of high potential, mains leadin therefrom, step-down transformers connected in multiple to said mains, and motors of the commutator type connected to the secondaries of said transformers, said motors having laminated paths for their magnetic iiuxes.

3. In a system for transmitting power, the combination of a 10W-frequency exciter, a enerator o f the commutator type having a eld energized by the low-frequency currents 'supplied from said exciter, mains leading from said generator, step-down transformers connected in multiple to said mains, and motors of the commutator type supplied by said step-down transformers.

4. In a system of transmission of power, the combination of a self-exciting low-frequency generator, a main generator having its field energized by currents produced by said lowfrequency exciter, mains leading therefrom, step-down transformers connected in multiple to said mains, and motors supplied by the secondaries of said step-down transformers.

5. In any system for transmitting power,

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the combination of a `field-magnet energized by alternating currents of low frequency, an armature rotating relatively to the field produced thereby, said armature being provided with a commutator, brushes bearing upon said commutator, a step-up transformer having its primary connected to said brushes, mains connected to the secondary of said step-up transformer, a plurality of step-down transformers connected in mulitiple to said mains, and motors of the direct-current type connected to the secondaries of said transformers.

6. In a system of distribution, the combination of means for generating low-frequency currents of high potential, mains leading therefrom, step-down transformers connected in multiple to said mains, and motors of the commutator type connected to the secondaries of said transformers, a series of vehicles propelled by said motors, and movable contacts carried by said vehicles and located in the circuit between said step-down transformers and said mains.

7. 'lhe method of transmitting power, which consists in generating alternating currents of low frequency and of hivh potential transmitting such currents to t e point 0f consumption, and there transforming them into currents of low frequency and lower potential, and energizingby such low-frequency low-potential currents a motor of the directcurrent type.

8. The method of transmitting power to a moving vehicle which consists in generating alternating currents of high potential and low frequency, transmitting said energy to said vehicle, and there transforming it to alternating currents of low potential and low frequency and sup lying it to a motor ofthe commutator type ocated on said vehicle.

Signed at Great Barrington this 8th day of March, 1905.

WILLIAM STNLEY.

Witnesses:

F. L. SNOW, J. C. FREIN. 

